Honda CTX 1300 test

Menus

• GT-Cruiser of the 3rd type
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

GT-Cruiser of the 3rd type

The winged builder keeps up his ideas and keeps revisiting the contemporary bagger style. After the F6B and very soon F6C, featuring the Goldwing family, Honda launched its new range with the CTX 700 and 700 N. Based on the chassis and twin-cylinder engine of the NC, they differ greatly from the last representative named CTX 1300 C-ABS.

This new family disrupts gender theory, partly taking over the genetics of DN01 but is intended to be more consensual, pragmatic. The ancestor, appearing too early, or too extreme, had not convinced, flowing in a drip. The eldest daughter of this lineage, the novelty of the day combines stylistic innovations and proven solutions, like her V4 heart, which comes from the Pan-European ST.

Welcome, therefore, to the world of GT-Cruising where the CTX 1300, a true custom version of the famous Japanese road, wishes to bring us in. Its look, offbeat but elegant is based on proven mechanics and technology. A complete break with the codes of the two segments that it wishes to unite, the hybrid undoubtedly lays the foundations for cruising of a new type. Its code name is in itself a synthesis of this concept: Comfort, Technology and eXperience. A course of nearly 200 km on the enchanting roads of the Côte d’Azur will allow us to decipher all the subtleties.

Discovery

Avant-garde road custom, the CTX 1300 is dressed in original lines, mainly guided by a desire for dynamism. The set also evokes an inspiration drawn from the Streamline, whose clean and smooth lines are an obvious characteristic. Long (2380 mm, wheelbase 1645 mm), low (130 mm only), the lively allure of the ring displays a certain sportiness. In fact, he retains family resemblances that do not deceive. Its large fork head with tapered optics is somewhat reminiscent of a hypertrophied CBR 1000 RR. Like all other lights, the front projectors incorporate LEDs. Extending this stylish face and placed like profiled horns, the imposing fixed-mounted mirrors integrate the turn signals.

Striped air extraction vents stamped with the classic emblem of the manufacturer and framed by the side scoops, wide and long sides run towards the false tank. This large, modern and elegant volume supports controls arranged in an arc of a circle and controlling the machine’s audio and electronics. At its base is the hatch hiding the screwed tank cap. As an extension, the imposing one-piece seat mimics that of the best cruisers and covers the 19.5-liter gasoline container. The oversized rider seat is embellished with a flange forming a backrest, which extends to form a welcoming passenger seat. On either side, two grab handles are assigned to it, which can also receive the fixings of an optional luggage rack. Tail lights and flashing, narrow and elongated conclude this stern also receiving side luggage. Shallow but each containing 35 liters, these cases cannot accommodate a full face helmet. More regrettable, they are unfortunately irremovable without tools, bolted on the rear shell and on a lower support fixed to the majestic side plates. The latter, large pieces of neat aluminum foundry, are adorned with protective pads to prevent traces of friction from the boots. In front of the cylinders, we will also note the presence of drop guard forming small fins.

This set is based on a steel frame with double cradles. Dedicated to the CTX 1300, it supports the imposing V4 engine borrowed from the Pan-European ST. For its new function, it is slightly modified. More visible, its presentation is neat. The housings receive a matte black finish and some hoses are more discreet. Silver, the rocker covers cover its top. Lower down, the parallel manifold tubes symmetrically surround the volumes of the Japanese boiler, flowing into two long chrome silencers. The left element also allows the support leg of the central stand to pass discreetly. The 1,261 cm3 block with 4 cylinders in 90 ° V, double ACT and 16 valves, liquid cooled, is also evolving internally. Shorter connecting rods (1mm), smoother camshaft profile and modified intake / exhaust system optimize low and mid-range revs. In addition, a double balancing arm should limit the presence of vibrations as much as possible..

No electronic throttle control. Activated by cable, the throttles are 34 mm (36 mm on ST 1300). An air control valve regulates the idle speed. Obtained 2,000 rpm lower, the maximum power values, 83 hp at 6,000 rpm and torque, 10.6 daNm at 4,500 rpm, are down sharply (126 horsepower and 12.5 da.Nm for the Pan-Euro). Finally, the 5-speed gearbox displays extended gear ratios but the transmission is still done by shaft and cardan joint..

Two preload adjustable spring-shock absorbers manage this aluminum swingarm. The steering element receives a 43mm Kayaba inverted fork, 120mm sliding and devoid of adjustment. For reasons of weight and economy, the straight tube alone contains the hydraulic brake valves. More qualitative, the aluminum rims with five split spokes reinforce the bagger profile, lower on the rear. The latter, in 17 inches, is equipped with a 200 mm gommard and the front, in 18 inches, with a 130 mm envelope. Dunlop D423 or Bridgestone G853 (Av) and G 852 (Ar) are available as original equipment. The standard TCS traction control ensures their behavior, acting as a torque limiter. If the rotational speed of the front and rear wheels is too different, the system will reduce the volume of fuel injected..

To stop their rotation, the Japanese hybrid has Honda CBS-ABS (combined) braking, linking the front calipers to the opposite retarder. With three pistons, these clamps come to tighten discs of 310 mm on the fork and of 316 mm on the other side. Pressing the lever activates two pistons in the left caliper and all of the right ones. The pedal operates all the rear pistons and a front left caliper piston. The assembly is controlled by magnetic solenoid valves.

Perfectly adjusted fairing, meticulous finishes, innovative design, the CTX 1300 immediately imposes a certain presence. That it’s time to take ownership by getting on board.

In the saddle

Or rather descend on its spine. With 735 mm, the seat also conforms to low riding standards. Thick foam, thick and soft coating, the upholstery invites you to travel. Its armchair comfort is linked to a suitable position. Bent at 90 °, the legs fall naturally, resting on the sheathed footrests. The knees are protected from the heat of the high engine by rubberized pads.

Ease is the same for the upper body. Spreading the arms moderately, the deep V-bar handlebars are secured away from the rider on the upper crown via high saddles. Entirely sheathed, the then fork is dominated by an instrument console of automotive inspiration. At the ends, two 50 W loudspeakers surround this cockpit. Next comes a pair of analogue counters, tachometer and tachometer, then a central digital screen. This permanently displays the clock, engine temperature and fuel gauge. The other functions are scrolled through the controls arranged on the "front shelf". This vast almost horizontal space of the false tank, at the height of the pilot’s knees, in fact supports, in an arc of a circle, numerous push-buttons, highlighting two storage compartments. By pressing "Select" upwards, the speed and average consumption and duration of the trip are displayed. Downwards will scroll outside temperature, odometer and two partials. The other sliders manage the setting of the aforementioned functions, activation / deletion of TCS and audio. No radio on board but possibility of connecting, via USB, a suitable peripheral (key, telephone, MP3 player….) In one of the two storage compartments (the right one). Shallow, you will avoid taking your mega-smartphone in these small spaces without, moreover, a lock. Fortunately, bluetooth is available, effectively connecting the devices that have it. The excellent readability of the dashboard, far from the pilot, facilitates a quick reading without losing sight of the road.

Another discreet but innovative technology, the indicators benefit from an automatic extinction. They react according to the control and not by the steering switch, via the signals emitted by the ABS sensors. In fact, the system is based on the wheel rotation speed differential, which is activated when the turn signals are used. If there is a change of direction at a crossroads, deceleration before turning and then acceleration at the exit causes the circuit to stop. On a change of lane, the control unit does not perceive a change of speed. The indicators are switched off after 120 m traveled at less than 50 km / h or after 7 seconds if the maneuver takes place above this speed. Interesting but…. a speed regulator would have been a more useful piece of equipment on this machine. It is not even among the options. Note that, as on all Honda models now, the direction indicators see some of their LEDs on continuously, indicating the vehicle even better..

More traditional, the heated grips, very thin, are delivered as standard, adjustable to five positions via a button dedicated to the left commodo. A 12 V socket will power a GPS.

Finally, moving the Honda engine off, alongside the machine, will require a little caution. Its low height places the masses at the lowest but also the grips to maneuver it. On the other hand, it is placed effortlessly on its central support.

In the city

Awakening the modern hybrid is a reminder that sometimes "it was better before". Question sound, the CTX 1300 made in the felted, the barely tinted growl of some tremolos, sort of mechanical Etienne Daho. We would have liked a little more character coming out of the exhausts. However, the clean design of the machine could hardly match a throaty sound. A matter of good taste, or of logic at least. This is also a good thing for the audiophile who will make the most of the correct quality of the speakers..

In fact, everything is smooth on this GT-Cruiser. Controls, transmission and gearbox with long ratios set the tone from the first evolutions. The CTX is pure Honda, consensual in the extreme. The same goes for the remarkable, almost improbable balance of a 338 kg machine. A hint of movement seems to levitate her. Its center of gravity, placed very low, is equally obvious to those who look at their V4, the bulk of which is located at the level of the axle of the wheels ….

Consequently, mass and size become more relative. Especially since the double twin is not lacking in ardor, voluptuously taking the crew through urban centers. Also very flexible, fourth or fifth reports allow to evolve in agglomeration with less than 50 km.h and 1,500 turns. Some may wonder about the absence of a DCT robotic box. Simple answer: we had to create a new engine block. And taking back the 1200 V4 transverse Crosstourer accepting this technology was not on the agenda. Otherwise, we will be satisfied with the good staging of the long box of the cruiser.

Of course, the dimensions of the Honda do not make it a model of ease in maneuvering. But its correct turning radius allows it to make fairly easy U-turns. However, this superb vessel prefers to move on a clearer horizon..

Motorway and expressways

Roaring, modestly, the CTX 1300 quickly settles to the regulatory 130, at 4000 revolutions minutes. At this speed, the V4 then resumes correctly in fifth overdrive but will prefer one less report to express itself more frankly. Do not look for vibrations, they are nonexistent.

The top of the (very) short bubble does not exceed half of the bust, the protection to air flow is not the best but remains acceptable. A longer element, optional, will significantly improve things. Ditto for onboard audio. Audible up to 100 km / h, the music then mingles with aerodynamic noises. We also regret the absence of controls on the handlebars, forcing you to let go of a hand to tap on the arched keyboard adorning the front axle. Without being difficult, the maneuver forces you to lower your eyes.

Capable of (theoretical) peaks at 195 km / h, the Honda shows excellent stability at hardly slower speeds, proving the qualities of its cycle part; on quality upholstery, comfort is imperative despite fairly common suspension elements.

Revealing good highway skills, the CTX still had a design more oriented towards dynamic contemplation. Clearly, it is time to leave the tariffed tracks to approach, more or less quickly, the secondary network.

Departmental

Devoted to driving pleasure, designed to dawdle with style and originality, the CTX 1300 is revealed throughout the troubled departmental roads. Whatever the look, the Honda hybrid reveals a little more of its road Cruiser side. If only by the limits of its ground clearance, yet allowing a very good rhythm in curve before "scriitchez" thanks. Coiled steering avoids, most of the time, touching the asphalt.

Flying over the asphalt, the rolling object with a strong identity is a charming frame. Effectively energizing the machine, the V4 regales the crew with its softness and quiet but very real strength. We can not blame him for a lack of performance. Even its easygoing character perfectly suits the philosophy of the CTX. Depending on the mood, or the need, we will evolve on the fourth or last report. Indeed, overtaking will be more effective by entering one or two speeds. And after 5,000 revolutions, the imposing boiler gives out a very pleasant velvety sound. And if the start of a curve turns out to be a bit optimistic, the rear brake will effectively smooth the trajectory. The use of combined braking most often makes it unnecessary to take the front lever. The latter, however, offers a great deceleration force, without locking the steering..

Tilting from one angle to another with a surprising naturalness, the GT-Cruiser is in no way hampered by its large thruster. The match between the front and rear axles makes the CTX 1300 intuitive and precise. The large lever arm of its superlative handlebars seems to annihilate the inertia of such a machine. Accusing some 46 kg less, the novelty is even more obvious and easier to take in a curve than the F6B accompanying us. And its raises also benefit from a more contained weight. On board, we rediscover a piloting serenity generated by unusual mechanical comfort. However, the suspensions sometimes come to set limits to this charming observation. Rather effective on small irregularities in the asphalt, forks and shock absorbers absorb dry compressions more violently. Fortunately, the quality of the seats moderates this limited hydraulic.

Another less successful point, the TCS (traction control), is triggered quite suddenly and then causes, once back on a smooth surface, unnecessary bursts of injections. The implementation of electronics seems to be fine-tuned, sometimes forgetting, conversely, to trigger.

Part-cycle

Once again, Hamamatsu’s firm proves its mastery on this point. Obvious, easy, the CTX is a monument of stability. At very low speed as at the most sustained gaits, nothing disturbs its balance. Its pneumatic mounting also optimizes the qualities of its chassis, whatever the piloting. The smoothness of the transmission is also not the least of its qualities..

Braking

Powerful, the front calipers also offer reassuring progressiveness. The Honda combined system no longer has to prove its qualities. The rear element alone does a remarkable job. The simultaneous action of the braking equipment provides decelerations largely dimensioned to stop the more than three quintals of the CTX 1300.

Comfort / Duo

Oversized, the seats supplement, if necessary, the rare limits of comfort of the depreciation. The suspension remains convincing regarding handling, adapted to the wise road use of the GT-Cruiser. Its adjustment requires the removal of the cases bolted to the frame.

The accompanying person benefits from a large space and a position comparable to that of the pilot. An optional sissy bar would have been a convincing accessory. Failing that, a less chic top case will do the same.

Consumption

Honda ensures a standardized consumption of 5.8 liters. By playing a bit (too much) with the CTX 1300, the on-board computer indicates, depending on the machine, between 6.5 and 7.2 liters per 100 km traveled. Reasoned use should approximate the manufacturer’s data, authorizing stages of 300 km. A notable performance in view of the size and weight of the Honda.

Conclusion

With the CTX 1300, Honda is playing on innovation, revisiting the long-haul Cruiser segment in its own way. Difficult, however, to see a new generation of machine at this stage. Avant-garde, elegant, the hybrid wants to break codes that are nevertheless well established among bikers. Lowered GT or racy and modern road Custom, the winged Japanese do not leave you indifferent. As much as its aesthetics, its efficiency and its obviousness seduce, ensuring to run an unparalleled machine. Unprecedented in a custom architecture, its V4 actively participates in the charm of this model of softness. Offset, the CTX wants to unite the opposites. We can blame it for a lack of driving character, which its dynamic plastic nevertheless suggested more. I’m talking about mechanical expression and not raw performance, the latter being quite convincing. The efficiency is real and the comfort among the best.

Its starting price of € 17,699 can be compared to the price of the Pan-European ST: € 15,990. Proven engine since 2002, known electronics, the CTX 1300 seems to pay dearly for its originality but, as we have seen, does not lack assets justifying, in part, this sum. However, more advanced suspension elements appear to be payable for this sum..

Difficult to find competitors other than more classic customs. Technological, efficient and attractive, the Moto Guzzi California 1400 Touring ABS LE can however be seen as a challenger in a more passionate genre. The € 19,350 that she is claiming are at her excess. Across the Atlantic, a Harley Davidson Road King Classic will relieve you of € 22,990. However, on the GT side, the reference R 1200 RT is only displayed at € 500 more than our CTX, ie € 18,200….

Daring the card of the unprecedented, Honda offers itself an unexpected and attractive parenthesis. Well equipped, comfortable, rewarding and innovative, this 3rd type cruiser should, according to the manufacturer, sell for between 300 to 400 units in France. Ready to change gender?

Strong points

• Innovative styling
• Evidence of handling
• Smooth transmission
• Engine availability
• Agility and precision of the chassis
• Ergonomics
• Braking

Weak points

• High price
• No speed regulator, even optional
• Fixed suitcases with contained volumes
• Chaotic implementation of TCS
• Too shy sound

The technical sheet of the Honda CTX 1300

Colors

• Red
• Black
• White

Accessories

• High screen
• Fog lights
• Parcel rack
• Luggage rack support
• Passenger backrest
• Top-Case
• Chrome engine casings
• Chrome crankcases
• Chrome bar ends
• Chrome master cylinder cover
• Chrome lever set
• Chrome cylinder head covers

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